In 2008 Honda Australia reintroduced the CB400 onto the local scene, some 30 years after it 
disappeared off the radar.
Honda's first four-pot 400 was released as the CB400/4 or CB400F in 1977. The 177kg machine claimed a healthy 37hp and its sinuous four-into-one exhaust was a styling highlight.
The current bike is of course a very different animal than the 1970s tackle, and now features a liquid-cooled powerplant, fuel injection and variable valve timing. And it’s now a fifth-generation model, so there’s been plenty of time to iron out any bugs in the system.
What we’ve now got is a gem of a LAMS-approved motorcycle, and one which provides a middle option for those riders who may be tempted to head straight to the 650s under the new regime – or even remain in the 250cc orbit.
And the 400cc capacity class states a compelling case. The CB400 is certainly more compact than the 650cc brigade -- but it still manages to get away with that ‘big bike’ look. And compared to the current-generation of 250cc four-strokes, there’s the obvious performance edge.
As far as equipment goes, the CB400 is an orthodox Japanese motorcycle, albeit in modern form. There’s a steel twin-loop frame, conventional 43mm forks, piggy-back reservoir shocks (both Showa), stainless-steel muffler, a more than big enough 18-litre fuel tank, a civilised seat, plenty of anchor points to affix luggage, a big grab handle for pillions, and analogue instrumentation.
There’s a six-speed gearbox, a 770mm seat height (massively tall riders may want to look at a 650), and braking comes as two alternative packages: a conventional four-piston twin disc set-up up front, or a three-piston set with ABS, both with a single-pot rear disc. Brakes are by Nissin.
The ABS version is $10,990, and the standard braking package $9900. Our test bike was the latter, but we would upgrade to the ABS variant.
The 399cc in-line four gets Honda’s in-house fuel injection, and there’s the VTEC variable valve timing. Claimed dry weight is 170kg.
There is no doubt the CB400 is a compact motorcycle, and if you’re after a manageable and unintimidating machine – but one that still has some gravitas – then this could be the bike for you. But bear in mind the CB400 is a ‘compressed’ package, so it probably isn’t the ideal bike to make a pillion a permanent fixture on.
The VTEC appears to have a found itself a real ally in the CB400, which produces a decent amount of low-end punch and a perfectly predictable spread of power all the way up to the 10,000rpm mark.
VTEC is all about the Jekyll & Hyde effect -- an engine that churns away at the bottom end, and then turns into a four-pot screamer on demand.
And what it does on the CB400 is make the engine more flexible, which has to be a good thing. And it doesn’t mean a new owner has to keep the CB400 squealing at a high rpm to keep it on the boil, nor give the (admittedly sweet-shifting) gearbox a shellacking.
Honda claims maximum power of 52hp at 9000rpm, and 38Nm of torque at 9500rpm.
The CB400 returned an average fuel consumption figure of 4.87 litres per 100km during the Bikesales Network test. And our press unit was the trick-looking red/white and blue tri-colour affair, complete
with gold wheels. However, we're sad to hear that this particular livery is no longer available, and the current colours for the standard model are black/red, white/grey or blue. For the ABS model it's red/white or graphite black. All models have the black wheels.
When the CB400’s crisp throttle is allied with a sweet handling package and perky brakes, the whole plot becomes a lot of fun, even in the drudgery of peak hour traffic.
The steering is light and progressive, as expected, and the suspension is all about comfort, offering a plush ride trough the initial part of the suspension stroke – but also the ability to handle some of the rough stuff without losing its way.
The suspension has preload adjustment at both ends, but nothing for damping.
Really, you can just about put the CB400 through anything and it will come out the other end smiling. That can’t be said about all LAMS bikes, so it’s nigh in impossible to pick out any real faults with this little Honda. Just enjoy the ride.
And that's resonating in the marketplace, with 436 CB400s retailed in 2010, placing it second in the naked bike category, just 11 units behind the Triumph Street Triple.
Visit the CB400 ABS in Bike Showroom.
disappeared off the radar.Honda's first four-pot 400 was released as the CB400/4 or CB400F in 1977. The 177kg machine claimed a healthy 37hp and its sinuous four-into-one exhaust was a styling highlight.
The current bike is of course a very different animal than the 1970s tackle, and now features a liquid-cooled powerplant, fuel injection and variable valve timing. And it’s now a fifth-generation model, so there’s been plenty of time to iron out any bugs in the system.
What we’ve now got is a gem of a LAMS-approved motorcycle, and one which provides a middle option for those riders who may be tempted to head straight to the 650s under the new regime – or even remain in the 250cc orbit.
And the 400cc capacity class states a compelling case. The CB400 is certainly more compact than the 650cc brigade -- but it still manages to get away with that ‘big bike’ look. And compared to the current-generation of 250cc four-strokes, there’s the obvious performance edge.
As far as equipment goes, the CB400 is an orthodox Japanese motorcycle, albeit in modern form. There’s a steel twin-loop frame, conventional 43mm forks, piggy-back reservoir shocks (both Showa), stainless-steel muffler, a more than big enough 18-litre fuel tank, a civilised seat, plenty of anchor points to affix luggage, a big grab handle for pillions, and analogue instrumentation.There’s a six-speed gearbox, a 770mm seat height (massively tall riders may want to look at a 650), and braking comes as two alternative packages: a conventional four-piston twin disc set-up up front, or a three-piston set with ABS, both with a single-pot rear disc. Brakes are by Nissin.
The ABS version is $10,990, and the standard braking package $9900. Our test bike was the latter, but we would upgrade to the ABS variant.
The 399cc in-line four gets Honda’s in-house fuel injection, and there’s the VTEC variable valve timing. Claimed dry weight is 170kg.
There is no doubt the CB400 is a compact motorcycle, and if you’re after a manageable and unintimidating machine – but one that still has some gravitas – then this could be the bike for you. But bear in mind the CB400 is a ‘compressed’ package, so it probably isn’t the ideal bike to make a pillion a permanent fixture on.
The VTEC appears to have a found itself a real ally in the CB400, which produces a decent amount of low-end punch and a perfectly predictable spread of power all the way up to the 10,000rpm mark.
VTEC is all about the Jekyll & Hyde effect -- an engine that churns away at the bottom end, and then turns into a four-pot screamer on demand.
And what it does on the CB400 is make the engine more flexible, which has to be a good thing. And it doesn’t mean a new owner has to keep the CB400 squealing at a high rpm to keep it on the boil, nor give the (admittedly sweet-shifting) gearbox a shellacking.
Honda claims maximum power of 52hp at 9000rpm, and 38Nm of torque at 9500rpm.
The CB400 returned an average fuel consumption figure of 4.87 litres per 100km during the Bikesales Network test. And our press unit was the trick-looking red/white and blue tri-colour affair, complete
with gold wheels. However, we're sad to hear that this particular livery is no longer available, and the current colours for the standard model are black/red, white/grey or blue. For the ABS model it's red/white or graphite black. All models have the black wheels.When the CB400’s crisp throttle is allied with a sweet handling package and perky brakes, the whole plot becomes a lot of fun, even in the drudgery of peak hour traffic.
The steering is light and progressive, as expected, and the suspension is all about comfort, offering a plush ride trough the initial part of the suspension stroke – but also the ability to handle some of the rough stuff without losing its way.
The suspension has preload adjustment at both ends, but nothing for damping.
Really, you can just about put the CB400 through anything and it will come out the other end smiling. That can’t be said about all LAMS bikes, so it’s nigh in impossible to pick out any real faults with this little Honda. Just enjoy the ride.
And that's resonating in the marketplace, with 436 CB400s retailed in 2010, placing it second in the naked bike category, just 11 units behind the Triumph Street Triple.
Visit the CB400 ABS in Bike Showroom.
ENGINE
Type: Liquid-cooled, 16-valve in-line four-cylinder
Capacity: 399cc
Bore x stroke: 55mm x 42mm
Compression ratio: 11.3:1
Fuel system: PGM-F1 electronic fuel injection
TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet
CHASSIS AND RUNNING GEAR
Frame type: Steel twin tube
Front suspension: 43mm Showa forks with preload adjustment
Rear suspension: Twin Showa shocks with preload adjustment
Front brakes: Twin 285mm discs with four-piston Nissin calipers (or three-piston ABS)
Rear brakes: 235mm disc with single-piston Nissin caliper
Tyres: Dunlop
DIMENSIONS AND CAPACITIES
Claimed dry weight: 170kg
Seat height: 770mm
Wheelbase: 1498mm
Fuel capacity: 18 litres
PERFORMANCE
Claimed maximum power: 52hp at 9000rpm
Claimed maximum torque: 38Nm at 9500rpm
OTHER STUFF
Price: $9990 ($10,990 ABS)
Colours: Black/red, white/grey or blue. ABS: Red/white or graphite black
Bike supplied by: Honda Australia (www.hondamotorcycles.com.au)
Warranty: 24 months, unlimited kilometres
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